Ship&#39;s hull



' I 1, P. BONNEMAISON A 637 677 I SHIPS H'ULL Filed June 21, 1923 Inventor Paul .Bonnemcus 01L .Attgs.

Patented Aug. 2, i 1927.

lium T STATES,

I 1,637,677 PATENT oFFiCE;

PAUL IBO NNEMAISON, 0F PARIS, FRANCE. 7

snrrs HULL.

I Ap raisal filed June.21, 1923. Serial No. 646,894, and in Germany June 28,1922.

The present invention has for its object improvements in the hulls of ships of the gliderand hydro-plane typc, which permit,

' the qualities of speed which are generally low speeds a resistance which is generally i considered as the. characteristics of the type of ship heretofore referred to as gliders and hydro-planes. 'In gliders of certain types,

spaced inclined sustaining surfaces are dishas been SLlbJBCtGCl witha view of obv ating posedone behind the other and connected by water, the forward moistened portions of the surfaces may vary almost instantaneous ly in the proportion of 1 to 10, when the invention, is 'such'that they maybe proship encounters a wave created by thev passage of the boat through the water.' The pressure of the water on the inclined surfaces being proportionalto the. areaof the ships wall in contact with the water, sudden variations of the surface coming in con- I tactwith the. water are accompanied by sud den variations of the thrust localized at the forward sustaining surfaces ofthe apparatus, that is to say, at a point forward of the hull proper. Lifting ofthe glider (which surfaces, and these shocks are stronger and more violent the greater the dimensions'of the apparatus. On account of this, all comfort for passengers is destroyed, and the installations on board the ship, as Well as the ship itself, are damaged. Finally, the local:

ization ofthe thrust at successive points spaced apart from one another, determined in the hull of a glider, cause bending moments or stresses which increase rapidly I with the weight and dimensions of the ap paratus and render impossible the construc-- tion of gliders of large dimensions." I i All these prior constructions present at -greater than that which corresponds to the maximum speed, by reason of the difficulty with which the water escapes laterally when the ship is partly immersed, such effect being produced at all speeds lower than the maximum speed. This increase of resistance, due to the blunt form'of the front Iof and not at isolated points.

detail in connection with the drawing in-which: a Fig. 1 is a diagrammatic side view of the. 100 front portion of sustaining surfaces arranged in accordance with my invention;

does not permit shaping the front of the vessel along stream lines. It followstherefrom thatall increase of load or accidental weakness of the motor, causes a considerable loss in speed without a corresponding decrease in the driving power expended. The glider, such as it exists, and in spite of'the modifications and improvements towhich'it these inconveniences, can be used only incalm water at full speed, thus requiringafl perfect condition of the motor and an absence of allover-load.

The shape of the sustaining surfaces, forming the subject matter of the present gressively and totally immersed, and the hull rests on the Water throughout its length The hull pos- I sesses surfaces designed to direct the. water laterally without abnormal resistance when its speed is reduced from any cause Whatso ever and it is then partly immersed. Finally, the thrust that it receives by reason of the lifting force produced between the hull and the water is not intermittent. It is a a force which affects successively all points of the hull as'in the ordinary form of ship. These results are obtained by the useof up- Wardly and rearwardly diverging sustaining surfaces disposed symmetrically on both l surface may constitute, wholly or in part the bottom or the walls of the ship.

The invention will now be describedin' accompanying Fig. .2 is aibottom plan View. of the same. Fig. 3 is across section of the same.

Fig. 4 is a view similar to Fig. 2,.but il- .1

lustrating the action of the water on the sur faces when they are partly immersed in the water. i I i Fig. 5 is a view similar to Fig. 3 with the, surfaces immersed in the water.

They can. be formed of i 7 planes or wings attached to the hull or such symmetryof the boat as shown at P, and

Fig. 6 is a view similar to Fig.1 illustrating the action ofrough water on the sustaining surfaces.

Fig. 7 is a plan View corresponding to Fig. 6. p H V F ig. 8 is a longitudinal vertical sectional view illustrating the application of these sustaining surfaces to a boat hull.

Fig. 9 is a frontview of the same partly in vertical transverse cross section.

Fig. 10 isa plan view of the same.

In Figs. 8, 9 and 10 the sustaining surfaces form'pa'rt of the hull of the boat.

Fig. llis aside view of the front portion of a' hull to which the improved sustaining surfaces are attached;

Fig. 12 is'a' front View verse section of the same.

Fig. 13 is a plan view of the same.

partly in trans Fig. "14 is an enlarged transverse vertical sectionalview of a portion of the same.

Fig. 15 is a longitudinal vertical sectional View of a hull shaped particularly for use With hydro-planes, this hull being provided with the improved sustentation surfaces.

Fig. 16' is a front view partly in vertical transverse section; v

Fig. 17 is a bottom plan view.

Fig. v18 isa longitudinal vertical sectional View of a hull having three sets of the improved sustentation surfaces arranged in successive 1 order.

Fig. 19is a front view partly in transverse section f the same.

Fig. '20 is a bottom plan V1'\V.'

Figs. 1, 2 and 3 show'the arrangement which is characteristic of the sustaining surfaces, and which for simplicity are illustrated in the figures as being formed of two planes P and Q, that divergeupwardly and rearwardly. The intersection of these planes is situated in the vertical plane of possible to the horizontal plane of the sin;

face of'the water when the apparatus is in motion at its greatest speed. The plane limiting the lower ends of the surfaces is indicated at P This plane and the plane of the water surface strictly coincide for a theoretically infinite speed. glVhen this apparently cumbrous arrangement is actuated at a finite speed in the direction of the arrow, Fig. 4, the planes P, Q are partially immersed.

The water encountered by this arrange of the sustaining surfaces, the hull will be' glider at high speed.

ment of planes escapes partly under the lower edges of the planes. Another part is deviated under the action of the planes and escapes along the latter. The resistance which opposes the advance of this latter part of the water, decreases as the angle, formed by the intersections a, b, a of the planes Q, P with the horizontal plane which limit them, decreases. The part of the water-which passes under the planes P and Q and escapes at the edges a, b, a, undergoes by reason of this fact,a deviation which develops pressureson the wetted parts of the surfaces shown by the hatched lines be-- tween a, Z), a. and (Z, 0, (Z. These pressures cause vertical lifting of the apparatus and effect the sustentatiou of the apparatus. The hull proper is therefore lifted from the water, from theffront to the rear by the planes 1 Q which are uniform throughout H5 1 their length in this instance.

The waterjwhich causes the lifting movement escapes freely into the triangle arranged between the lower edges of the planes, thus avoiding all contact of the sustaining surfaces'with any water which, being in movement, has lost a part of its inertia and consequently its sustaining power.

When the speed is low, the thrust of the water on the surface is slight and the apparatus becomes further immersed by reason of its weight. The immersion of the planes P and Q causes the quantity of water discharged laterally to increase. By reason of the acuteness of the angle a, 7), a whichy encloses the horizontals of the planes P and Q, the aforesaid water is easily deflected and the apparatus experiences from this only a normal resistance. It acts therefore at low speeds as an ordinary ship. YVhen the speed increases, the thrust of the water increases, the boat is lifted and the immersion and consequently the water discharged later ally,decreases. 0n the contrary, the'proportion of water which flows under the planes, and affects lifting, increases. WVl-ien the speed is suiiicient, the lifting is such that the portion imn'iersedis reduced-to avery narrow band along the edges a, b, a.

Referring now to Fig. 5, it may be seen edges of the planes P andQ, and the boat is moving with such speed that the water is contacting with the lower portions only entirely lifted from the water and there is no surface immersed like that in gliders having the bottom of the hull in the form of a V. The apparatus therefore acts as an ordinary boat at low speed and as a perfect It participates in both actions at intermediate speeds. lVhen the apparatus ismoving on rough water,the surface of the water is obviously undulated instead of smooths The surface that if a boat hull is arranged at the upper in contact with the water, when the: l tt and P form a part ofthe hull.

is calm, as shown in Fig.4, thereby'b'ecomes undulated as shown inflFigs; 6 and 7. In these figures m, m indicate the crests of the wavesand a, n the depressions between the waves.v rIn 1ts movement, the apparatus successively presentsall points of the planes P and Q-from the front to the rear thereof,

either tothe crests of the waves or to the'depressions between thesame alternately. It

is therefore in the same condition as an orsideration; At the points m, m where the.

width shown in dotted lines, which represent the immersion, is greatest, the part of the Water directed laterally is greater than at" the points n, n where the immersion is less. This directing of the water to the left or to the right,-can, by reason of the shape of. the form of the hull, beobtained with slight resistance as in ordinary ships. This form of bull possesses, therefore, all the qualities of speed of a glider in calm water and eliminates the defects thereof because it possesses on rough water and at low speeds, the nautical qualities of ordinary ships. In practice the planes P, Q can be replaced by any suitable surfaces and may form part of a ships hull. I

Figs. 8, 9 and 10 show, by wayof example, the hull of a glider formed in accordance with the principles hereinbefore' described. In this example, the sustaining surfaces P I As best shown in Fig. 9, the surfaces of these planes at their lower parts are convexed and at their upper parts are substantially vertical, in order to form the sides of the hull. The lower edges ofthese planes are shown at e a, b, c, b, a to form a so-called archedm keel. This keel has at its upper. part 5 a fluid-tight floor P forming the 5 bottom of the hull. This floor israised a height:

equal to it so that the water which escapes under the lower edges of the sustainingsurfaces cannotcome in contact with said floor. I

The purpose of this floor is to ensure the floatation of the apparatus when the boat is brought to rest and to support. the passengers and the several installations on board the ship, but it will be understood that when the ship is in motion, the floor will actually be raised above the water surface, so that the planes P and P form the only sustaining means.

Figs. 11 to 14 inclusive show a second example in accordance with the invention. In this case, the sustaining surfaces are concaved as shown at P and these sustaining planes are connected to the hull P by angle irons or the like. The details are best shown vjoints between the bottom and in Fig. '14'and in this figure A and B indi cates thefloor of the hull, which forms the bottom of the glider and is provided with twomembers C of triangular section to which the sustainlng planes =D are con-= nected. Angle pieces F are arranged at the the ship.

Figs. 15, 16- and 17 illustratea hull esp'ecially adapted for hydro-aeroplanes or seaplanes. In this instance, the horizontal plane which limits the surfaces at their lower portions, is replaced by a curved the side of line raised at the front and rear in such manner as to facilitate starting from and landing on the water. This curved line coincides with the curved edges P at the lower edges of the sustainin planes P". The floor P which fills the trlangular space a, b, a, between the planes, is also raised so that no matter what the longitudinal inclination of the apparatus may be, the water cannot touch the said floor when the apparatus is in motion on the surface of the water. It will be seen in this example that the surfaces which in the preceding examples were eitherof straight or plain curves, are here curves inscribed on a circle.

Figs. 18, 19 and 20 illustrate a glider of larger dimensions. In this embodlment three inclined surfaces, similar to the planes P and Q, are placed behind each other.

, This arrangement is possible in this instance because the length of the hull permits the I provision, between two sucessive surfaces, of sufiiclent space to admit the water which has been discharged under the foremost planes,

to resume its place or its position and its relative immobility in the fluid medium. Here again it will be observed that the forces are continually distributed from the front to the rear.

The thrust on certain surfaces or planes can be decreased or increased as desired by increasing or diminishing their angularity relatively to the other surfaces or planes. Thus as shown in Figs. 18 to 20 inclusive, it will be seen that the surface s is lower than the surfaces 8 and s, so as to increase the vertical thrust at the center of the ship and to diminish it at the ends. In the construction shown in Figs. 11 to 20inclusive, the surfaces of the planes may said sides, the apex of the bottom being adjacent the bow of the boat.

2. A. boat 111111 as claimed in claim 1, the,

' zsid'esbf said hull being substantially pla ne apex of the fb-rwardmost plane being; ad,-- 0

surfaces. V V jacent the bewof the beat,

3. A. boat hull, the bottom of said hull A boat hull as claimed in claim 3,.- being formedfrom a. series of planes, the middle. portion of the plane intermediate forward portion; of each. of saidrplaness bethe how and stern of the boat being; lower: ing elevated above the real" and side 01 thanv the middle portions 0 1 the planes. ade 1' tions'thereof, each plane being V'shapedand jecent the bow and stem of the beat.

having an acute angled apex. v r e In testimony whereofl my'signaturea 4. A boat hull as claimed inclaim 3-,, the PAUL BONNEMAISQNL. 

